PART IV-HANDLING

          (iv)  The roundout should be commenced at the following
                speeds:-

                Typical service load	..	100 knots

                Maximum landing weight	..	105 knots

          NOTE.-When lowering full flap a marked nose-up change
          of trim occurs necessitating a large forward
          movement of the control column. The counter-
          acting force required is not great and should be
          provided by movement of the control column
          rather than by retrimming, as the nose-up ten-
          dency largely disappears when the flaps are fully
          down and speed is reduced on the final part of
          the approach.

     (b)  Landing

          The aircraft should not be stalled onto the ground, but
          the rate of descent checked, and when the main wheels
          touch, the control column moved gently backwards to
          keep the nose-wheel off the ground and to provide
          maximum aerodynamic braking. The elevator remains
          sensitive at low speeds and coarse movements of this
          control must be avoided. When the nose-wheel is
          firmly on the ground, the brakes should be used gently
          at first as it is possible to cause nose-wheel shimmy
          by harsh usage. Continuous or intermittent braking may
          be effected.

          NOTE.-Should it be necessary to land with the isolating
                switch ON the landing run will be longer as the
                idling r.p.m. will be higher.
                

     75.  Going round again

     (a)  Open the throttle fully. Application of power produces a
          nose-up change of trim, which can be held without
          retrimming.

     (b)  Retract the undercarriage.

56